Submerged barge and towboat



M. KATCHER ETAL 2,359,366

SUBMERGED BARGE AND TOW BOAT Filed Oct. 28, 1942 4 Sheets-Sheet lATTORNE M. K-ATCHER ETAL SUBMERGED BARGE AND TOW BOAT Filed Oct. 28.1942 4 Sheets-Sheet 2 INVENTORS MOP/W5 MITCf/EA Jaguar 14/ 4 419?,

Oct. 3, 1944. M. KATCHER ET AL SUBMERGED BARGE AND TOW BOAT 4Sheets-Sheet 3 Filed Oct. 28, 1942 INVEyORS fl/OAPAS 4747/55g'YTA/VLEYMMLK R ATTORNEY M. KATQHER ETAL. 2,359,366 SUBMERGED BARGE ANDTOW BOAT Filed Oct. 28, 1942 4 Sheets-Sheet 4 I (Am? some T i 77 {76 787 linux15? 15.0 I l? E0 7 0 4/ 9 77 a JIM ATTORNEY Patented Oct. 3, 1944SUBMERGED BARGE AND TOWBOAT W. Walker,

Morris Katcher and Stanley New York, N. Y.

Application October 28, 1942, Serial N0. 463,662

17 Claims. (Cl. 114-235) This invention relates to a combined submarinebarge and its tow boat. It is an object of the invention to provide ameans of water transportation which is less vulnerable to torpedoes thanthe present surface cargo bearing vessels especially those of largesize. The tow boat of the combination is a surface craft which is keptas small as possible for the pulling power required of it. Further it ismade as shallow of draft as is consistent with stability andnavigability. The smaller the craft the more difiicult a target it is.Further, torpedoes are usually sent out at a substantial depth to avoidthe disturbance of wave actiori. A torpedo running ten feet or lessbelow the surface is apt to porpoise, that is, to leap out of the waterand lose direction. Consequently, a craft of shallow draft will behigher than the normal torpedo path making it hard to hit. Whiletorpedoes are sent out at a substantial depth, the latter cannot be toogreat. By causing the barge to be towed at a depth greater than thenormal torpedo path, it will be hard to hit. Further, it will bedifiicult, especially in the case of a submarine, to determine the depthof the barge and its distance behind the visible tow boat. The smallamount of moving machinery on the barge makes its location difficult tofind by sound detecting devices.

It is an object of the invention to provide means for keeping the bargeat a predetermined level.

Other means are provided to keep the barge on an even keel. A releasablebuoy is provided Which rises to the surface should the tow cable breakor even if the barge sinks to too great a depth. The buoy carries withit an air line which can have air pumped into it from the tow boat forraising the barge. A number of alternate constructions are provided forsteering the barge beyond that which would normally be produced by theinclination of the tow connection. Under certain conditions, especiallyin a tortuous channel, it may be necessary to give extra steering actionto the tow connection. A manually operated device is provided for theextra steering. In another form, the tow connection is provided with anair hose extending from the tow boat to supply the air needed for thebarge especially where a crew is stationed on the barge. An electriccable is also provided for the tow connection. Where a crew is stationedon the barge, the depth controlling means, as Well as the means forkeeping the barge on a predetermined keel, need not be automatic but canbe controlled by the crew.

Another advantage of the combination of tow boat and submarine barge isthat cylindrical barges can be made in a boiler shop with less labor andmetal used in their construction than cargo surface vessels. Wood couldalso be used for both the barge and its tow boat.

Other objects and advantages will become apparent upon further study ofthe description and drawings,in which- Y Fig. 1 is an elevation of thesubmarine tow, only the rear portion of the tow boat being shown.

Fig. 2 is a plan view of the tow using a double tow line, only the rearportion of the tow boat being shown and the handwheel at the turntablefor manual steering ofthe barge being omitted.

Fig. 3 is a plan view, as in Fig. 2, to a smaller scale, showing thesubmarine barge steered manually beyond that normal for the tow lines.

Fig. 4 isa front elevation of the submarine barge of Fig. 1.

Fig. 5 is a plan view of the tow, only the rear portion of the tow boatbeing shown. A single tow line is used engaging front rudders on thebarge. The utility connection or cable is broken away so as to exposethe tow line.

Fig. 6 is an elevation of the barge portion of Fig. 5 and also shows aportion of the tow connection.

Fig. '7 is a plan of a portion of the barge of Fig. 6 showing the towline acting upon one of the rudders.

Fig. 8 is a plan of the barge of a tow, using a single tow line whichoperates rear rudders on. the barge.

Fig. 9 is an elevation of the barge of Fig. 8.

Fig. 10 is an elevation, to a larger scale, partially in section of thebarge of Fig. 1.

Fig. 11 is a section taken along the line I l-ll of Fig. 10. v

Fig, 12 is a plan, barge of Fig. 10.

Fig. 13 is a vertical longitudinal section of the barge at the buoyhatch and control.

Fig. 14 is an elevation of the tow, the rear portion only of the towboat being shown, with the barge sunken below a predetermined depth andthe buoy released. A portion of the tow connection is parted.

- Fig. 15 is an enlarged detail of the valve which effects the raisingof the barge when it sinks beyond a predetermined depth.

Fig. 16 is an enlarged detail of the valve which effects the lowering ofthe barge when it rises above a predetermined level, and

partially in section of the 28, shaft 21 and gear 26.

2 aasasoe Fig. 17 is a diagram of the electrical connections of the tow.

Mounted on tow boat 20, Figs. 1, 2., 3 and 4 near its stern is aturntable 2| which is rotatable about pivot 22. Winches 23 and 24 aremounted on turntable 2|. A portion of the periphery of turntable 2| isprovided with gear teeth 25 which are engaged by the teeth of gear 26fixedly mounted near the bottom of shaft 21. The upper end of shaft 21is provided with handwheel 28 for manually operating gear 26 and therebyturning turntable 2| about its pivot 22. A tow line 29 extends fromwinch 23, through eye 3|, through the eye of outrigger arm 33 onsubmarine barge 31 to its connection with trunnion 35. Another tow line30 extends in a similar manner from winch 24, through eye 32, throughthe eye of outrigger arm 34 to its connection with trunnion 36 on theopposite side of barge 31 from trunnion 35. Another winch 38 is carriedon tow boat 20 at its stern. An electric cable 39 extends from winch 38to barge 31. While shown diagrammatically as a single line, cable 39 haslashed to it an air line or hose which extends from tow boat 20 to barge31 for supplying air to the latter as needed. The two tow lines 29 and3|) with cable 39 and with or without its air hose are covered b thecomprehensive expression tow connection. Outrigger arms 33 and 34, Fig.4, are pivotally mounted on barge 31. For a purpose to be explainedlater on, they suspend the bow of barge 31 on tow lines 29 and 30, andyet let the latter assume various inclinations laterally, that is, in ahorizontal projection, with the longitudinal axis of barge 31 as shownin Fig. 3.

The use of two tow lines and their particular connections andengagements are for the purpose of inducing barge 31 to respond morereadily and certainly to the steering of tow boat 20 than would anordinary single tow line connecting the stern of the tow boat withthebow of the barge. Our construction is such that during turning of thetow boat, the barge is turned nearer to parallelism with said boat thana theoretical line extendingbetween the bow of the barge and the sternof the boat. When tow boat 23 is turned, as in Fig. 3, trunnion 36 ispulled forward more than trunnion 35, causing the barge to move towardparallelism with the tow boat. Arm 34 swings out to accommodate tow line39, while arm 33 swings in. Arm'33 must swing in enough, at its eye,toward the longitudinal axis of the barge not to interfere too much withthe inclination of tow line 29. Arm 33 as shown does interfere to someextent,

but the interference is within practical limits.

It will be readily understood that the amount of interference can bereduced if desired by curving the arm more so as to bring its eye nearerto the longitudinal axis of the barge." What was said of arm 33, ofcourse, also applies to arm 34.

In tight places it may be desirable to turn barge 31 more than is normalto the tow connection just described. This is accomplished by rotatingturntable 2| by means of handwheel Such a condition is shown in Fig. 3.

The alternate form of tow connection shown in Figs. 5, 6 and 7 uses onlyone tow line 43 and has rudders 59 and at its bow. At boat 29, line 43is mounted on winch 4|), while at barge 31, aft of pins 4| and 42, it isdivided into two branches 44, the branches being attached to trunnions35 and 36. Branches 44 pass through a yoke 45 which permits them to bedisplaced laterally as can be seen by comparing their positions in Fig.5 with their positions in Fig. '1. The forward portion of barge 31 alsobears down on branches 44 through the agency of yoke 45. This bearingdown action is similar to that which occurs between tow lines 29 and 36and outrigger arms 33 and 34 in Figs. 1, 2 and 3. Pin 4| extends upwardfrom lever 46, the latter being pivoted to the barge at 48. The outerend of lever 46 is in the form of a. rudder 50. Pin 42 extends upwardfrom lever 41 which is pivoted to the barge at 49. The outer end oflever 41 is in the form of a rudder 5|. When tow line 43 is inclined asshown in Fig. '7 due to the turning of the tow boat to port, not shown,it engages pin 4| causing rudder 59 to be extended. This causes barge 31to reduceits' inclination to tow line 43 by swinging its bow to portresulting in the barge assuming a position more nearly parallel to thatof the tow boat than would normally be the case if the. tow line actedwithout the intermediation of the rudder. It will be readily understoodthat the barge will be caused to steer to starboard if the inclinationof tow line 43 is reversed from that shown in Fig. 7 and engages pin 42.v

The alternate form of tow connection shown in Figs. 8 and 9 also usesonly one tow line with branches 44 connected to trunnions 35 and 36. Towline 43 on its way to its branches passes between pins 52 and 53. Pin 52extends downward from lever 54, while pin 53 extends downward from lever55. Both levers are pivoted on pivot pin 56. Pivotally mounted on thestern of barge 31 is a rudder 51 having a king post 58. Arms 59 and 60are fixed to the upper end of post 58. A line 6| extendsfrom arm 59forward through eye 62 to the rear of lever 54, while a line 64. extendsfrom arm 69 forward through eye. 63 to the rear of lever 55. When towline 43 is inclined to port, as shown in dot and dash lines, by thesteering of the tow boat, it pushes pin 52 to port turning lever54counterclockwise. This causes a pull on line 6| and on arm 59 effectingthe turning of rudder 51 to port,

' as shown by the dot and dash lines. ITh'ebarge is thereby steered toport by its rudder causing it to lessen its inclination with the towline. This causes the barge to assume a'position more nearly parallelto'that of the tow boat (not shown) than would normally be the case ifthe tow line acted without the' intermediation of the rudder with itsharness. It will be readily understood that the barge will be caused tosteer to starboard if the inclination of tow line 43 is reversed fromthat just described. Branches 44 of the tow line pass through a yoke 65which permits them to be displaced laterally; The forward portion ofbarge 31 bears down on branches 44 through the agency of yoke 65.

This bearing down action is similar to that whichoccurs between tow line29 and 3|!- and outrigger arms 33 and 34 in Figs.'1, Zfand 3, and theaction of yoke 45 on tow line 43 in Figs. 5, 6'

and 7. Pivot pin 56 extends upward from platform I34 which is carriedby-yoke 65.

For efiicient operation of the tow, therbarge must among other thingshave aminimum tendency to roll. To accomplish thisfins 66 and a keel 61are provided, Figs. lOfl-l. and 12. Further, the barge must not pitch;too much and remain on even keel. The fins prevent pitching to a certainextent. In order further to increase the stability of the barge,counterweight ride. Projecting down from counterweight I is aninternally threaded eye II which engages rotatably mounted screw bar I2.Screw I2 is in the nature of a lead screw on an engine lathe, itsrotation in one direction sending counterweight I0 fore, and in anotherdirection, aft, along ways 69. Gear '13 is fixed to screw I2. It isdriven. by gear M in turn driven through reduction gearing 0n reversibleelectric motor I5. A level switch I5, Fig. 17, is located at aconvenient place, not shown on the barge. A number of difierent types oflevel switch could be used,

but the particular one shown is a pendulum type, i

the pendulum weight 8| having a weighted bar 82 fixed to it and pivotingabout a pin 83. When the bow of the barge tilts downward, insulating lugI7 closes two pole switch '59 against spring I35, completing the circuitfrom source wire 84, through switch I9 through wire 85, through motor75, out through wire 86 through switch I9 to source wire 8?. With thecircuit thus closed, motor '35 rotates screw 72 to send counterweight I0aft until the barge has its bow tilted up sufficiently to withdraw lugI1 from switch 19, allowing the latter to open. Conversely if the bow ofthe barge tilts up too much, lug l8 closes switch 80, against spring I36completin the circuit from source wire 84, through switch 80 into wire88, thence through wire 86, motor 15, wire 85, wire 89, switch 80, wire90 to source wire 81. With the circuit thus closed, motor 75 rotatesscrew 72 to send counterweight towards the bow of the barge until saidbow tilts down enough to withdraw lug I8 from switch 80, allowing thelatter to open. The gaps between lugs TI and I8 and their switches 79and 80, with bar 82 level,

can be set difierent, one from the other as predetermined, so that thebarge will ride at a predetermined normal keel, not necessarily level.

Current may be provided for the motor by a battery on the barge, or fromthe tow boat, through cable 39 of the tow connection. A

As a further means for maintaining the stability of the barge, an aircompartment 9|, Fig. 10, is provided fore and aft. Cargo is carried incompartments 92. In the particular embodiment of the barge shown, oil isthe cargo, pipe 93 being used to distribute the oil to the vari us cargocompartments 92. A hatch 94 is provided for entrance into the barge.

Means for maintaining the barge at a predetermined depth will now bedescribed. It consists essentially of a valve 95 set to admit air underpressure into a ballast tank 98 to discharge water therefrom when thebarge sinks too low and of another valve I08 to let out the air from thetank through pipe H5 and admit water thereby when the barge rises toohigh. Valve 95, Figs. 10 and 15, acts to admit air, through pipe 0'!from air tank 96 into ballast tank 98 when the barge sinks too low, theadmission of air under pressure forcing out Water through dischargenozzle 99 from the latter tank. Valve 95 consists of a disc I00 fixed tothe outer end of valve rod I 0| and held out by compression spring I02substantially flush with the sides of barge 37. The spring, valve rodand disc are set in a pocket I03. To limit the travel out of disc I00and to calibrate the compression of spring I02, nut I 04 at the outerlimit of movement of the valve engages inner wall I05 of pocket m3.Valve disc I00 is set in flexible diaphragm I00 of the Sylphon type,said diaphragm being in watertight connection with the disc and the wallof the barge preventing water from entering pocket I03. Valve rod IOIpasses through pipe 91, normally blocking it oif, but when the bargesinks beyond a predetermined depth, the water pressure will force discI00 and said rod inward to bring port I01 across said pipe, permittingthe air from pressure tank 96 to enter ballast tank. This will forcewater out of the latter tank, lightening the barge thereby and hencecausing it to rise.

Valve I08, Fig, 16, is similar in construction to valve 95. It operatesin a pocket I09 set in the side of the barge. A disc I I0 is set in aSylphon diaphragm III and is mounted on the end of valve rod II 2.Compression spring II3 acts to force out disc H0, but as shown in thepicture, said disc and diaphragm are subjected to water pressure whichhold them back in pocket I09. Nut I 54 limits the outward movement ofvalve rod II2. Valve rod H2 passes through pipe II5 (not shown in Fig.16) in a manner similar to that which valve rod IOI passes through pipe81. A port, not shown, is provided in valve rod I I2 similar to port I0!in rod I 0I. With the valve in the position shown in Fig. 16, valve rodII2 blocks off pipe IE5, permitting no air to escape from ballast tank98, and hence no water can enter said tank through nozzle 99. However,when barge 31 rises above a predetermined depth, the water pressure isrelieved on disc H0 and diaphragm I I I, and they are consequentlypushed out by sprin H3, bringing the port, not shown, in valve rod I I2opposite pipe I I5 just as port I0'I of rod I 0! is brought oppositepipe 97. With pipe II-E thus opened, air is allowed to escape fromballast tank 98 allowing water to enter said tank, increasing the weightof the barge thereby and hence causing it to sink.

When there is no air line extending from tow boat 20 to barge 31 alongcable 39 of the tow connection as previously described, air tank musthave enough air to have sufiicient pressure to overcome the waterpressure at the maximum predetermined depth. Where there is an airconnection, the pressure in tank 96 can be maintained from a compressoron the tow boat.

A salvage buoy H6 is provided, Figs. 10, 13 and 14 which would bereleased, should the tow connection part. The parting of the towconnection would break cable 39. Buoy H6 is also released should thebarge get out of control and sink too deeply even if the tow connectionis not broken.

A buoy compartment II? is provided on the barge, said compartment havinga hinged and perforated hatch cover I I8, normally held closed againstthe buoyancy 0f buoy I It by hook H9 at the upper end of pivotedarmature lever I20. See also Fig. 17. As long as cable 39, leading tothe source of power, remains unbroken, current will flow throughelectromagnet I2 I, holding hook H9 in position against the pull ofspring I22 to lock hatch cover II8. However, should cable 39 becomebroken, spring I22 will pull hook I I0 away from hatch cover I I8allowing buoy I I6 to rise.

ting it off. Once the buoy rises to the surface,

the location of the barge can be had, and the latter brought to thesurface by pulling up hose I24 and forcing air' into it from the towboat after opening valve I25. It is to be noted, however, that whenbarge 3I rises beyond a predetermined depth, valve I08 would permit airto escape from the top of ballast tank 98 and render useless the forcingof air into hose I24. In order to prevent this, valve I08 is locked ininoperative position by means of forked bar I21, Figs. 16 and 17, whichbar moves in between nut I I4 and wall I26 of pocket I09. Theinterposition of bar I21 between nut H4 and wall I26 is effected by thepull of spring I28 on pivoted armature lever I29. Armature lever I29 wasreleased when cable 39 broke, because then the current was interruptedthrough electromagnet I30. 7

The release of buoy II6 when the barge drops too deep is effected, evenwithout the breaking of cable 39, through the agency of valve I3I, whichis similar in action to valve 95, except that when the water pressurebecomes too great, disc I32 is pushed in by said pressure opening switchI33. The opening of switch I33 deenergizes magnets I21 and I releasingbuoy II6 as described above when cable 39 was broken, and locking valveI08.

We claim: 7

1. In combination, a tow boat, a submarine barge, a tow connectionconnecting the boat and the barge, means for maintaining the barge at apredetermined depth, means for maintaining the barge at a predeterminedkeel, the barge at its forward portion riding the'tow connection, beingheld up thereby at said portion higher than normal for saidpredetermined keel.

2. In combination, a tow boat, a submarine barge, a tow connectionfastened at its forward end to the boat and at its rear to the barge ata substantial distance aft of its bow, said connection, during turningof the boat, turning the barge'nearer to parallelism with the boat thana theoretical line extending between the bow of the barge and the sternof the boat, means for maintaining the barge at a predetermined depth Fand at a predetermined keelj and means on the forward portion of thebarge engaging said con-' nection holding up the forward portion of thebarge thereby higher than normal for said predetermined keel.

3. In combination, a tow boat, a submarine barge towed by said boat, awater ballast tank on the barge, means actuated bythe water pressure inaccordance with the depth of the barge to effect the discharge of waterfrom the tank when the barge sinks to apredetermined level and to effectthe admission of water into the tank when the barge rises to apredetermined level.

4. In combination, a tow boat, a submarine barge towed by said boat, awater ballast tank on the barge, a source of air pressure, valve meansactuated by the water pressure to admit air from said source into theballast tank to force out water therefrom when the barge reaches apredetermined maximum depth, and other valve means actuated by the waterpressure to permit escape of air from the tank and the consequentadmission of water when the barge reaches a predetermined minimum depth.

5. In combination, a tow boat, a submarine barge, a tow connection,connecting the boat and the barge, means for maintaining the barge at apredetermined depth, a releasable buoy carried .on the barge and meansactuated by. the breaking of the tow connection for releasing the buoy.

6. In combination, a tow boat, a submarine barge, means for maintainingthe barge at a predetermined depth, a releasable buoy carried on thebarge, electrically controlled means on the barge for releasing thebuoy, a tow connection connecting the boat and the barge, said towconnection providing-an electrical connection between the electricallycontrolled means and the boat, the breaking of the tow connectionbreaking said electrical connection, actuating. thereby the buoyreleasing means to release the buoy.

7. In combination, a tow boat, a submarine barge, a tow connectionfastened to the boat and to the barge aft of its bow, means controlledin accordance with the deviation of the slope of the keel of the bargefrom a predetermined normal slope, a weight mounted on the barge to movefore and aft, mechanism for sending the weight fore and aft, theactuation of said mechanism being effected by said deviation controlledmeans to send the weight fore or aft to incline the keel to correct itsdeviation from normal, said barge when at said normal slope having itsforward portion bear down on the tow connection.

8. In combination, a tow boat, a submarine barge towed by said boat,means for maintaining the barge at a predetermined depth, areleasable-buoy carried on the barge, electrically controlled means forreleasing the buoy, an electric cable extending between the boat and thebarge and in electrical connection with said means, the breaking of thecable actuating said means to release the buoy.

9. In combination, a tow boat, a submarine barge, a tow connectionfastened to the boat and to the barge at a location a substantialdistance aft of its bow, means for maintaining the barge at apredetermined depth, and means for maintaining the center of buoyancy ofthe barge forward of said location, the forward portion of the bargeriding said connection and bearing down thereon.

v 10. In combination, a tow boat, a submarine barge, means formaintaining the barge at a predetermined depth, and a tow connectionfastened to the boat and the barge, said connection, during turning ofthe boat, turning the barge nearer to parallelism with the boat than atheoretical line extending between the bow of the barge and the stern ofthe boat.

' 11. In combination, a tow boat, a submarine barge, a pair of tow linesconnecting the barge to the boat, each tow line engaging the boat andthe barge at a substantial transverse distance from the longitudinalaxis of each, the engagement of each line being on an opposite side ofthe longitudinal axis from the other, the engagement of each line to thebarge being also at a substantial distance aft of its bow, means formaintaining the barge at'a predetermined depth a and keel, and means onthe forward portion of the barge cont-acting the tow lines, said latter'means permitting transverse movement of the tow lines with respect tothe barge while holding'up the forward portion of the latter.

' 12. In combination, a tow boat, a submarine barge, a turntable mountedsubstantially at the stern of the boat, a pair of tow lines, the forwardend of each line being connected to the tow boat, said end engaging theturntable and extending well out transversely from the longitudinal axisof the tow boat and on an opposite side thereof from the other line, therear end of each line being connected to the barge on opposite sidesthereof from the other, at a substantial distance transversely from itslongitudinal axis, the connection of each line to the barge being at asubstantial distance aft of its bow, manually operated means foreffecting the turning of the turntable about its pivotal axis, means formaintaining the barge at a predetermined depth and keel, and means onthe forward end of the barge engaging the tow lines, said latter meanspermitting transverse movement of the tow lines with respect to thebarge while holding up the forward portion of the latter.

13. In combination, a tow boat, a submarine barge, a tow line connectedat its forward end to the boat and at its rear to the barge at asubstantial distance aft of the bow of the latter, a pair of rudderspivotally mounted at their forward portion on the barge at its forwardportion, a rudder on each side thereof, the tow line on its way from thebarge to the boat engaging the rudders, said tow line when inclined tothe port of the barge by the steering of the boat causing the starboardrudder to be extended and when inclined to the starboard of the bargecausing the port rudder to be extended.

14. In combination, a surface tow boat, a submarine barge towed by saidboat, gravity actuated mechanism controlled in accordance with thedeviation of the slope of the keel from a predetermined normal slope, aweight mounted to be shifted fore and aft controlled by said mechanismto incline the keel to correct its deviation from normal, a. waterballast tank on the barge and means actuated by the water pressure inaccordance with the depth of the barge to efiect the discharge of waterfrom. the tank when the barge sinks to a predetermined level and toeffect the admission of water into the tank when the barge rises to apredetermined. level.

15. In combination, a tow boat, a submarine barge, a tow connectionfastened to the boat and the barge aft of its bow, means controlled inaccordance with the deviation of the slope of the keel of the barge froma predetermined normal slope, mechanism on the barge to effect a changeof slope of the keel, the actuation of said mechanism being efiected bysaid deviation controlled means to incline the keel to correct itsdeviation from normal, said barge when at said normal slope having itsforward portion bear down on the tow connection.

16. In combination, a tow boat, a submarine barge, means for maintainingthe barge at a predetermined depth, a pair of tow lines connecting thebarge to the boat, each tow line engaging the boat and the barge at asubstantial transverse distance from the longitudinal axis of each, theengagement of each line being on an opposite side of the longitudinalaxis from the other, and means on the boat for varying the length of thetow lines independently of each other for varying the horizontalinclination of the barge with respect to the boat.

17. In combination, a tow boat, a submarine barge, means controlled inaccordance with the depth of the barge for maintaining the barge at apredetermined depth, a pair of tow lines connecting the barge to theboat, each tow line engaging the boat and the barge at a substantialtransverse distance from the longitudinal axis of each, the engagementof each line being on an opposite side of the longitudinal axis from theother, said tow lines, during the turning of the boat, turning the bargenearer to parallelism with the boat than a theoretical line extendingbetween the bow of the barge and the stern of the boat.

MORRIS KATCI-IER. STANLEY W. WALKER.

